Alfred Collins
 
 

These notes are intended to help anyone with an interest in pilots and pilotage to understand the historical development in the UK and to provide some indication of how to research the field.

The notes are grouped under four main headings:-

1. Trinity House: history, role and development.
2. 18th and 19th century piloting.
3. Developments in the 20th century.
4. Possible sources and bibliography

1. Early British Pilots and Trinity House:

Early pilots were known as Lodesman or Lotesman (German word linked to Lodesone the early compass). The name "pilot" derives from the Dutch "Pijl" = vertically straight and "Leod" = plumb lead used for measuring depth.

Pilots came into being in the earliest times of maritime trade principally to provide ships with safe passage into harbours or through dangerous waters. As a consequence pilots were usually experienced mariners with particular knowledge of the local waters where they plied their trade.

The Laws of Oleron (the underlying laws forming the basis of maritime law) exacted severe penalties on any pilot who lost a ship in his care. He was beheaded at the windlass by the crew who were free of any penalty. In England in the 13th century a pilot could be hanged for losing a ship.

In the 16th century Henry VIII appointed Sebastian Cabot as Grand Pilot of England. The Cabots operated out of Bristol and one of the earliest pilots of the area, George Ray, formerly a barge master, went with John Cabot on his voyage of discovery in 1497.

During the early 16th century pilotage on the Thames became a problem. A significant number of young inexperienced mariners claiming to be pilots put life and trade at risk. As a result Henry VIII granted a charter to the already existing Trinity House, London to ensure the safe regulation of shipping on the River Thames on 20 May 1514. Prior to that Trinity House had been an Association of Shipmen and Mariners of a semi-religious character and with benevolent objectives.

The Corporation of Trinity House has had three main functions:-

1. General Lighthouse Authority for England, Wales, the Channel Islands & Gibraltar:
It was responsible for providing lighthouses, light vessels, buoys and beacons. Up to 1836, however, it did not have the monopoly of erecting lighthouses. Light dues were collected from all ships entering or leaving ports and were (and still are) collected by HM Customs. Freelance providers of lighthouses and Trinity House were paid out of this revenue. Trinity House bought out all privately owned lighthouses by 1841

2. Principal Pilotage Authority for London and 40 other "outports". This role ceased after the introduction of the Pilotage Act of 1987.The Corporation had general powers to regulate pilotage on the Thames from 1514 and exclusive licensing of pilots there from 1604. The system of "outports" started in 1808 and separate records for examination and licensing of pilots began in 1808.

Pilots were not employed by Trinity House but were self employed. Trinity House's services in this field were financed by a levy on pilots' earnings both by dues paid by ships and the licensing process. A Trinity House pilot's licence was renewed annually at which time his eyesight, general health and knowledge of local waters were tested.

Trinity House is still the licensing authority for deep sea pilots for the UK.

3. Charitable relief of mariners and their dependants in distress. A mariner or his dependants anywhere in the UK could petition Trinity House for relief regardless of whether he had had previous association with Trinity House.

The business of Trinity House is supervised by the Board of ten Elder Brethren who are elected for life from a pool of around 300 Younger Brethren who are primarily Merchant Navy captains together with a few Royal Navy officers.

18th & 19th Century Piloting

Following the creation of Trinity House of Deptford Strand in 1513, which ultimately became the principal maritime authority in the UK, it took many years before a reasonable amount of authority was gained over Thames pilotage. In other parts of the country developments followed on a local basis.

In Dover the Fellowship of the Dover Ferry Services founded the Court of Loadmanage of the Cinque Ports. There was acute rivalry between them and Trinity House which was to last for 400 years.

Trinity House of Newcastle was formed in 1536 and regulated pilotage on the Tyne. Trinity House of Kingston-upon-Hull (founded 1369) was given a charter in 1541.

Although in possession of a charter it did not automatically command obedience. Some masters would not pay the dues and unlicensed pilots operated although they could be fined by Trinity House.

Unlicensed piloting existed into the 20th century. For example at Newport, (Monmouthshire/Gwent) "Dock Pilots" who were not licensed by the Newport Pilotage Authority operated alongside the licensed "Channel Pilots" right through to the middle of the 20th century.

The records of Trinity House at Hull record many instances of unlicensed piloting during the 18th century where individuals were fined up to £3.33 per occasion.

By 1801 the four major ports of the UK were London, Liverpool, Bristol and Hull. Pilotage control was not officially exercised at Liverpool until 1766 when an Act appointed Commissioners to do so. These comprised the Mayor & Council together with Merchants, Mariners and the late Commanders of Vessels.

Prior to 1766 pilotage existed and was operated by fishermen and local seamen with special knowledge of the area.
In Bristol control of pilotage had been vested in the Corporation of Bristol and was delegated to the Society of Merchant Venturers of Bristol from 1611 onwards. Bristol controlled all pilotage in the greater part of the Bristol Channel. Bristol exercised this power for pilotage into the ports of South Wales.

Swansea obtained independent control in 1791 (Swansea Harbour Act). Cardiff, Newport and Gloucester obtained independent pilotage control from 1861 onwards.

Exe Estuary pilots were subject to the control of Exeter City Chamber in 1687 when pilotage was made compulsory for all vessels with a draught of 5ft or more. The local navigational difficulties resulted in high piloting charges which, in 1884, were amongst the highest in the kingdom. This, in part, contributed to the decline of the Exe ports during the 19th century.

During the 17th century there was a shortage of pilots for the Royal Navy. Samuel Pepys, as Master of Trinity House, wrote a memorandum on the subject. Pilots on RN ships were not members of the Royal Navy nor members of the crew and, therefore, had no standing and were treated very casually by Naval Officers and were often not provided with food or
accommodation.

Problems continued between Trinity House (and other Authorities) and the Royal Navy throughout the 18th and early 19th centuries. It was not uncommon for pilots and their apprentices to be impressed into the service. Plots bringing in homeward bound merchant ships often warned the masters of the presence of press gangs and advised them on ways to avoid them.

Pilot cutters did not change a great deal between the middle of the 18th century and the early 20th when steam cutters were introduced. The Bristol Channel pilots favoured boats of around 20 tons (range 12 to 30 tons) manned by the pilot, a boatman ("westerman") and frequently an apprentice. They were fast little skiffs because speed meant that the pilot could beat his competitors to win business in a highly competitive field.

Between 1800 and 1914 pilots faced some of the most difficult years any had to face. Steam power and improvements in safety of ships, frequently iron built and driven by screw propulsion presented new challenges to pilots. The size of ships grew rapidly and they were capable of greater speed and less dependent on tides and wind. In addition ship-owners suggested that pilots were no longer important and suggested reductions in tariffs. They also suggested that vessels towed by tugs did not need
pilots.

In 1812 an Act included the paragraph:- "No owner or master of any ship shall be answerable for any loss or damage for, or by reason of, any neglect, default or incompetence of any pilot taken on board of any such ship under any provision of this act."
In effect this clause gave absolute freedom to ships under compulsory pilotage from claims for damage done to other vessels or property. This clause was to be a problem for over 100 years.

There were conflicts between Trinity House and local pilots. Trinity House licensed pilots (in areas under its control) and local pilots were paid a controlled rate for ships they handled. Rotas of pilots were set up to cover the port. Trinity House set up superannuation funds for the pilots’ retirements and widows benefits. Other licensing authorities emulated this.

In 1862 a conflict arose between Trinity House at Newcastle and the local pilots over Reciprocity Money (Treasury payments to compensate pilots for loss of earnings resulting from the equalisation of tariffs between foreign and British vessels using pilots) and its successor payments. It was shown that Trinity House was withholding substantial sums. As a result a new Pilotage Board was set up for the Tyne.

In the 1870’sa serious dispute broke out at Cardiff between the 84 pilots there and the Dock owners. Two pilots refused to take ships through a dredged channel at the Cefn-y-wrack shoal on the grounds of safety because of silting of the channel. The dispute between the dock-master and the pilots led to them being suspended. To avert an impending strike by the pilots Samuel Plimsoll was called in and after a thorough investigation including sounding the channel he reported to the Board of Trade in favour of the pilots.

There were frictions between the Pilotage Authority and the 37 pilots at Bristol at about this time. The pilots there decided to organise themselves into a Pilots Association and from this sprang the United Kingdom Pilots Association in 1884. This organisation represents the interests of licensed pilots throughout the UK today. It gave added power to the individual pilot or group of pilots who might run foul of a Pilotage Authority or of harbour management.

Sources:

Records of the Corporation of Trinity House; Guildhall Library, City of London. Http://www.ihr.sas.ac.uk/ihr/ghinfo7.html

Sea and River Pilots, Nancy Martin, publisher Terrence Dalton Ltd, 1977 ISBN 0 900963 72 7
 

Last updated 21.04.02ef
 

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